006 FKV Applications 1 WS0708

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Kindervater FKV_2007_2008_Applications Applications-1: 1

Anwendungen von FVW (Teil1)

Christof Kindervater

Vorlesung WS 2007/2008DLR Stuttgart, Institut für Bauweisen- und

Konstruktionsforschung




Polymer Composite Applications

• Aeronautics- sailplanes- man powered light aircraft, ultra-lights

- light single engine aircraft- propellers- military aircraft- transport civil aircraft- helicopters

• Space applications- antennas- satellite structures- pressure vessels- parabolic antennas- platforms for optical equipment andmeasurement set ups

• Energy technology- wind turbine rotor blades- wind tunnel fans

•Sporting equipment

• Ship building

•Vehicle Technology- cars, trucks, racing cars, motorbikes- trains

• Civil engineering

•Medicine technology

•Mechanical engineering,plants/facilities

• Electro technical applications,electronics

•Other applications




Aeronautical composite applications

• General topics

- wide applications of polymer composites

- advantages compared to metals:> weight reduction due to high specific strength and stiffness> less weight results in higher performance and lower

operational costs

> less single parts due to integral design which results in lessassemblage costs

> longer life time due to high fatigue performance> realisation of high quality aerodynamic surfaces

- structural design comprise monolithic stringer stiffened andsandwich shells andpanels, sandwich design with foam cores and paper oraluminium honeycombs




Aeronautical composite applications

Sailplanes

• series application since 1957

• use of glass, carbon and aramid fibres and fabrics

• application of epoxy matrices

• hand lay-up manufacturing

• use of vacuum assisted resin infusion and low pressureprepregs are increasing

• high design flexibility

• German sailplane manufactures provide 90% of theworld production




High performance sail planes

Phönix Akaflieg Stuttgart (1954)• First composite sailplane in series

production

• glass fibre/balsa sandwich

FS-29 Akaflieg Stuttgart 1976

CFRP telescope wing 13 - 19 m




High performance sailplanes and ultra-lights

Nimbus 4 Schempp/Hirth

1994 (CFRP/GFRP)

wing span: 26 m, empty weight: 470 kg

Musculair 1

• Spannweite: ca. 20 m

• Leergewicht: ca. 28 kg

• Zuladung: ca. 84 kg




Aeronautical composite applications cont´d

Man powered ultra-light aircraft

realisation of extreme light designs, especially CFRP and aramidfibres and fabrics

Single engine light aircraft and commuter type aircraft

applications of composites in series production since 10 years

high aerodynamic quality comparable to sailplanes

use of GFRP and CFRP in primary structures, aramid fabrics in

secondary structures like fairings




Light single engine aircraft

BL 11-KEA (Bernd and Lucia Hinz)

• design GFRP sandwich (foam core)

• rudder: CFRP-Nomex

• wing span: 10 m (12m²)

• fuselage: 6.75 m

• empty weight: 440 kg/MTOW:720kg

FFT SC 01 B-160 Speed Canard

• wing span: 8 m (10,7 m²), one spar,

GFRP/CFRP-sandwich

• Fuselage: 7,12 m, GFRP monolithic shell

• empty weight: 630 kg, MTO: 820

•Vcr : 343 km/h




Icaré 2 - solar powered motor glider

Winner of Berblinger Award of the City of Ulm 1996

• Designed and fabricated by the Aeronautical faculty

of the University of Stuttgart

• wing span 25 m (25,7 m2), carbon and carbon foam

sandwich laminates

• MTOW: 360 kg




Solar Impulse

• Ultraleichte Struktur

• Spannweite: 80 m

• Ultra dünne und flexible Solarzellen

-60°C - +80°C

UV resistent

• Flughöhe: 12.000 m

• Weltumrundung: 1 Stop auf jedemKontinent

Title: SOLAR IMPULSE

Description: Solar airplane

Copyright SOLAR IMPULSE/EPFL –

Artist: Claudio Leonardi




Die Brennstoffzelle hebt ab – HyFish

• Spannweite 1,5 m

• Vcruise: 200 -300 km/h

• Flughöhe: bis 7000 m

• Anwendung: UAV, Atmosphärenforschung

Brennstoffzelle

Sauerstofftank

WasserstofftankQuelle: DLR, SmartFish GmbH




High performance single engine aircraft flying at high altitudes

Grob/E-Systems D 500

• wing span: 33 m (40,5 m²),

GFRP/CFRP laminates/sandwich

• fuselage: 12 m

• MTOW: 4200 kg

• Vcr : 300 km/h

D 500 fuselage manufacturing

• mould in two part divided along the

x-axis





Military aircraft

• major use of carbon f ibre UD-prepregs in autoclave technique

with stepwise vacuum consolidation

• thermoplastic matrices ( PEEK, PEI, PES) and manufacturing

technologies under consideration• 80% of outer composite surfaces, 45% of total weight

• tool ing and moulds in CFRP sandwich and monolithic designs




Alpha Jet - Horizontal stabiliser

• Development/manufacturing:

Fa. Dornier/DLR Stuttgart (1980)

• CFRP-Prepreg, autoclave in-situmanufacturing of skins and ribs

• cost reduction: 7,5 %

• mass reduction: 14%

• mass: metal: 62 kg, CFRP: 53kg

• single parts: metal: 215, CFRP:80

• fasteners: metal: 5000, CFRP: 1200




CFRP-mould and C-scan inspection for Eurofighter fuselage shell

CFRP-Mould

• provides thermal compatibility of

CFRP shell and mould

C-scan of CFRP fuselage uppershell

• detects voids and delaminations

which could have occurred during

autoclave manufacturing





Civil transport aircraft

• dual use from military applications

• autoclave technique is the standard manufacturing technology

using GFRP

and CFRP tapes and fabric (lower cost) prepregs

• automation by tape-laying, mechanical f inishing and ultrasonic

scanning• Use of textile pre-forms and resin infusion techniques will

increase

• primary structures: horizontal and vertical stabil iser in stringer

stif fened monolithic shells/panels and frames

• composite wing and fuselage under development• secondary structure: f laps, spoiler, fairings, engine cowlings,

radar domes, interior panels in Nomex core sandwich with f ire

resistant resins




History of CFRP Applications at Airbus

Quelle: Airbus/Breuer




A300/310 vertical CFRP-stabilizer

• production since 1985

• total height: 12 m

• two stringer stiffened

shells are assembled via

spars

Mass: Al: 640 kg, CFRP: 508kg (-20%)

single elements: Al; 2072, CFRP: 96




A300/310 vertical CFRP stabiliser - design and manufacturing principle

Half shell of vertical stabiliser

Manufacturing steps: - tape lay up of outer shell - tape winding

around rib moulds - autoclave curing - de-moulding




American Airlines Flight 587, Belle Harbour, NY, 12th Nov. 2001

Vertical stabil izer (tail fi n) attachment point

One of the forward attachment points

Right side forward and center attachment points

Left forward attachment point

One center and two aft attachment points

Forward attachment points of fin (attached to empenage)




Airbus CFRP applications

AFRP or GFRP

CFRP

Source: EADS Airbus




Composite material distribution

Source: EADS Airbus




Share of structural materials

Source: EADS Airbus




Weight saving through composite application

Source: EADS Airbus




Horizontal

Tail Plane

Floor Beams

for Upper Deck

Rear Pressure

Bulkhead

Outer Flaps

Vertical

Tail Plane

J-Nose

Center Wing Box

Section 19

GLARE®

Section 19.1

Belly Fairing

Wing Ribs

New Components for A380

Source: Airbus Deutschland GmbH




Boeing 787 Dreamliner

• CFK-Tragflügel

• CFK-Rumpf

• CFK-Anteil Struktur: ca. 50%

CFK-Rumpfsektion (Barrel)

CFK-Cockpitbereich

Rohbau

Fertiges Bauteil

Quelle: Boeing.com




Gondelkonzept – ein CFK-Rumpf in neuer Bauweise

-Gesamtkonzeption-

CFK-Rumpf in neuer Bauweise:

• separat

ausgeführter

druckbelüfteter

Passagierraum (1) mit Unterschale(2), mittragenden Fußbodenplatten(3) und mittragenden Sitzschienen (4)

• (nicht) mittragender und (nicht)

druckbelüfteter Frachtraum (5)

als

ausgeprägte Opferstruktur hinsichtlich Crash/Impact inkl. „plastische“ Gelenke (6), Crashrohre(7), Zugbänder (8) und Impactschutz-

Außenschale

(9)

1

24 3

5

76

8

9




Gondelkonzept – ein CFK-Rumpf in neuer Bauweise

- Demonstrator: Schalenkonzepte in Nasstechnolgie -

Passagierraum - integral

gefertigtes

Sandwich in

SLI-Verfahren

• Aufbau: Detektorschicht (1), Schaum (2), außenliegende Stringer (3), tragende

Innenhaut

(4),

innenliegende

Spanten

(5)

• Verbindungstechnik - Bolzenverbindung

durch

ununterbrochene Verbindungslaschen (6) aus Hybrid-

Composite CFK/Titan

Frachtraum - integral gefertigtes Sandwich

mit Hybridkern im VARI-Verfahren

• Aufbau:

innen

NOMEX-Wabe

(7),

außen

PEI-Schaum (8) mit PBO-Fangschicht im

Decklaminat (9), Innenhaut (10)

1

23

4

5

6

6

78

910




CFK-Rumpf Demonstrator (ILA 2002/Berlin)

HGF - Project „ Schwarzer Rumpf“

Gondel




Project „ Schwarzer Rumpf“ – Gondola concept

Rumpfkontur: Dr. Kolesnikov (DLR; SM-BS)

Energy absorber

Tension strap Plastic

hinges

Impact&fire resistant shell

crash

bulkheads

Protective

shell:

Impact&fire




Crashtest und numerische Simulation

Untersuchung eines Crashspants („Schwarzer Rumpf“)

Film des Crashtests im BK-Fallprüfstand

• Fallmasse: 200 kg

• Aufprallgeschwindigkeit: 8 m/s

Vergleich Test und Simulation

• Ca. 7500 Finite Elemente

• Randbedingungen entspr. Testumgebung• Spezielle Interfaces für Spantablösung

HGF - Projekt „ Schwarzer Rumpf“




A310 and A320 water tanks

A320 waste water tank

• filament winding with carbon or aramid

fibres

A310 fresh water tank in

differential design




Do328 composite application in the rear fuselage and empennage

structure

Source: Flemming, Ziegmann, Roth

Total: -30% Gewicht




CFK im Triebwerk: Fan-Schaufel; Verstellring





Helicopters

• Wide use of composites in airframes, innovative adaptive rotor

systems and rotor blades, crash energy absorption management

• use of GFRP, CFRP and aramid fibres (UD- tapes and fabrics)• Monolithic frames and sandwich shells and panels

• manufacturing in autoclave technique, hand-lay-up, RTM, resin

infusion




Helicopter composite applications

BK117 composite airframe

• CFRP and CFRP/aramid nomex

sandwich in autoclave technique

• monolithic CFRP frames

EC135 main rotor system

• design without mechanical

hinges




NH90 and Tiger composite applications

NH90 composite

applications

• airframe in CFRP and

AFK Nomex, AFK/CFRPhybrid laminates

• rotor systems in CFRP

and GFRP

Tiger antitank helicopter

• airframe in CFRP and

AFK Nomex

• rotor systems with

CFRP and GFRP




Helicopter crashworthiness CW- system design aspects -

CW landing

gear

CW Airframe

CW

Crew/Troop

Seats

CW Fuel system




NH90 airframe crash components

Objectives:• development and validation of EA

structural concepts• component crash tests

• validation of simulation methods

• generation of input data for KRASH

Sub-structures and components:• floor beams - sandwich concepts

• structural intersections

• sub-floor-box with fuel tank

• complete frame 6




Tiger Cockpit sub-floor sine wave beam

EA sine wave beam

carbon/aramid hybrid




Tensor skin concept

Tensor skin

design

Corrugated core: Dyneema fabric

Picture frame shear test Panel impact test




Design Concept for Composite Demonstrator (1)

Final Design of Composite Demonstrator

Carbon/ AramidCrush cones

Sandwich skinTriggered lower rib

CFRP beam

Aluminiumangle

Trolleyattachments




Design Concept for Composite Demonstrator (2)

Sandwich Skin Concept

Aramid

Rohacell coreCarbon

Design of sandwich skin edge

Evaluation in static test (IAI) Dynamic evaluation at 1 m/s (DLR)

AVI




Crushing Sequences (60ms) with z-Velocity

Final Simulation of Water Impact• Non-linear material properties for aluminium• Composite damage law: degenerated bi-phase model• SPH water model: Same as for full-scale helicopter simulation (MAT 7)• Separation of sandwich layer

AVI

Bi d I t




• Composite leading edge with energy absorbing tensor skin core

• Dyneema/epoxy (HPPE) tensor skin unfolds to absorb impact energy

• Simulation tools under development to support design and certification

• Figure shows FE simulation of quasi-static indentation testDetail of tensor skin geometry

Composite LE after quasi-static test (NLR)

Bird ImpactComposite sandwich shell with tensor core




NH90 Nose Landing Gear Crashtube

Partner: Liebherr Aerospace

Limit load: 110 kN; stroke: 190 mm




Composite Airframe Crash Structures(EU project CRASURV/FW4)

Impact velocity:

7 m/s

Commuter structure

mass: 719 kg, E0: 19 kJ

Airliner structure

mass: 433 kg, E0: 10,6 kJ




Composite Propellers

• application of glass and carbon hybrids

with high performance epoxy matrix

• share of glass and carbon in hybrids

controls the torsion frequency of the

propeller blade

• less weight and high design flexibility

• high fatigue performance regarding the

high vibration loading

• environmental resistance (sand, oil, salt

water)

• good impact resistance (hybrids!) anddamage tolerance

• low repair costPropeller for regional aircraft SAAB 2000




Composite space applications

• structures, antennas, and mirrors with low or zero thermal

expansion under changing sun radiation condit ions

• very stiff and extreme light structures (ultra high modulus

(UHM) graphite fibres)




CFRP antenna structure for space appl ications

• CFRP tubes with rovings, fabrics or

braidings and epoxy matrix

• filament winding, fabric winding on

mandrel, pultrusion

• major advantages:

- less weight

- very stiff with UHM graphite fibres

- high Eigenfrequency provides good

positioning accuracy

- no thermal strains or deformations




CFRP Satellite Central Tubes and Adapters

Launch Vehicle Adapter

Spacebus Central Tube (Saab)Spacebus 4000:

• Automated fibre

placement

006 FKV Applications 1 WS0708

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